eames



Sheets-Sheet `1.

P. W. EAMES. Air-Ejeotorfor Vacuum-Brakes.

Patented lune I5,

N. PETERS. FHOTO-LITHOGHAPHER, WASHINGTON, 0. C.

4 A '4 sheets-sheen 4. F. W.` EAMES. Air-Ejector for Vacuum-Brakes. A No. 228,742. Patented .lune 15, 1880.

- which- 5o ing solid or in the form of a cap. The upper PATENT OFFICE.

FREDERICK W. EAMES, OF WATERTOWN, NEW YORK.

AIR-EJAECTOR FOR VACUUM-BRAKES.

SPECIFICATION forming part of Letters Application filed November 2:2, 1879.

To all whom it may concern:

Be it known that I, FREDERICK W. EAMES, of Watertown, in the county of J efterson and State of New York, have invented certain new and useful Improvements in Air-Ejectors of a Vacuum-Brake Apparatus, (Case C and I do hereby declare the followingv to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference beinghad to the accompanying drawings, and to letters of reference marked thereon, which form a part of this specication, in

Figure l represents avertical section through an ejector apparatus having my improvements applied thereto; and Fig. 2,a side elevation of the same, with the exception of a portion which is shown in section, the whole being slightly enlarged. Figs. 3, 4, and 5 represent detail views of the valve in the steam-pipe; and Figs. 6, 7, and 8,' detail views of a valve of somewhat different construction, but for the same hurpose.

y invention relates to a new and improved construction of ejector for use in connection with vacuum-brakes, by means of which a vacuum is automatically maintained in the airpipes and cylinders of such an apparatus, in the manner hereinafter to be more particularly described. v

In the accompanying drawings, A represents the steam-pipe, one end of which passes into the upper part of the locomotive-boiler, and the other connects with the tube or casing C, which encircles the ejector-nozzle B.

D is a valve in the steam-pipe A, the oper ation of which will be hereinafter fully described. The tube or casing C is made in two parts, and is somewhat enlarged at its point of connection with the steam-pipe A, but is drawn in at the nozzle of the ejector, and gradually decreases in diameter to a point some distance above the nozzle. It then gradually increases in diameter for about an equal distance, this part of the tube presenting the appearance of two united conical frustums. The balance of the tube is cylindrical, and cut or formed with slots or perforations c, its top be- Patent No. 228,742, dated June 15, 1880.

Patented in England October 18, i877.

portion of this tube C is surrounded by a jacket, C', the open end of which is open to the atmosphere. By making this eduction-pipe in this peculiar form I obtain very important results in the operation of the ejector. The air is drawn out more quickly and with less ccnsumption of steam, while the noise of the escaping steam is deadened so as to be hardly perceptible. l

B is the ejector-nozzle, and b acheck-valve, properly seated within the same. The lower part of this ejector connects with two branch air-pipes, E E', which connect with the airpipes that are led throughout the length of the train, as before described.

e is a drip cock or valve in the lower end or bottom of the ejector, through which any water of condensation which may form in it will paSS Out.

F F are two valves mounted on the saine stem f, and which serve to open and close comY inunication between the air-pipes E E and the ejector B.

G is a valve on the air-pipe E, which opens outwardly to admit air into said pipe to destroy the vacuum therein and apply the brakes when required. The valve-stems ofthe valves F, F', and G are all connected by means ot' a bell-crank lever, H, so that they all operate together, as hereinafter more fully set forth.

G' is a valve in the air-pipe E', provided with a hand-lever, g. It also opens outwardly to admit air into the pipe E', but is not used in connection with the automat-ic arrangement. It is intended for use in connection with a single-pipe brake apparatus.

I represents a flexible diaphragm inclosed in a case, I. This diaphragm is provided with suitable plates c' if, and is pivotally connected by means of a piston rod or stem, J, with a lever, K, which has Vits fulcrum at la. The lower end of'this lever K is pivoted to one end of a connecting-rod, L, the other end of which is pivoted to the hand-lever d of the steam-valve D.

j is a spring coiled around the piston rod or stem J.

M is an air-pipe, one end of which connects with the pipe E, which is led throughout the length of the train, and its other end with a valve-chamber, N, having an opening or port, n, leading into the diaphragm cylinder or case I'.

O is a valve-stein located within the chamber or tube N, and which carriestwo valves, P P. The lower end of this valve-stem is also encircled by a coil-spring, Q.

The operation of the apparatus is as follows: The brakes are kept off or free from the wheels by the maintenance of a vacuum in the airpipes E E. This vacuum is created and maintained by the passage of live steam from the boiler through the pipe A and around the nozzle B, thereby drawing` the air out of the pipes E E', the valve b rising to permit of its escape as soon as the steam is allowed to pass. So long as the vacuum is maintained in the pipe E, it will also be maintained in the pipe M, and as said pipe communicates with the case or cylinder l a vacuum will be formed therein on the side of the diaphragm adjacent thereto, the effect being to draw the diaphragm toward the port n, and, through its connection with the stem J, lever K, and connectingrod L, operate to keep the valve D closed; but as soon as the vacuum in the pipes weakens through use, leakage, or other cause, beyond a given degree, the spring Q, will then draw down the valve-stem O, closing the valve P and opening valve P', thereby destroying the vacuum in the cylinder I', and allowing the springj to move the stem or rod J, and thereby, through its connection with the lever K and rod L, open the steam-valve D. The passage of the steam will again restore the vacuum in the pipes, and thus by the pulsation, as it were, of the diaphragm I, the operation of the apparatus for the maintenance of the vacuum in the air-pipes throughout the train is made automatic.

The steam-valve4 may be set so as to operate when the vacuum-power is reduced to any given degree, and may be operated by hand, through hand-lever d, when considered necessary or desirable.

When it is desired to apply the brakes, the engineer or driver moves the lever H, so as to open the valve G, thereby admitting air into Jthe pipe E to destroy the vacuum, the brake mechanism being arranged so as to operate on the destruction of the vacuum. By the same operation the valve F is closed and the valve Fl opened, and the steam-valve D being also open, the ejector will exhaust the air through the pipe E', thereby hastening the operation of applying. brakes and re-enforcing the vacuum-power.

It is a vacuum-gage, connected with the pipe E by a small pipe, r, by means of which the amount of vacuum-pressure in the air-pipes may be ascertained.

Figs. 3, 4, and 5 are detail views, showing the construction of the steam-valve D, shown in connection with my improved ejector in Figs. l and 2.

Figs. 6, 7, and 8 represent a valve of different construction, by means of which I am enabled to simplify the'operation of my automatically-operating ejector. This valve I will now proceed to describe in detail. Fig. 6 is a horizontal section of this valve. Fig. 7 is a vertical section ofthe same; and Fig. 8, an elevation, partly in section.

Like letters refer to like parts in the figures.

1 1 1 represent the body of the valve; 2, the valve-cap; 3, a plunger-valve, turned to fit the body of valve at its. upper part and the valve-seat at its lower part, and having a free vertical motion. 4 is a valve-starter, for use in case the valve 3 should, by reason of dirt in the barrel of the valve-body, stick at any point when raised off its seat. 5is a stuifing-box for stem of valve-starter 4. This val ve-starter is also self-packing by means of the beveled or ground scat at the lower end of stem.

In operation, should the valve 3 stick, the starter 4 is driven down by a blow from the hand, freeing the valve, when the pressure of steam in valve-body immediately drives the starter et up to its seat.

6 is a rotary valve, operated by a double lever, 7, said lever having a handle, S, at its upper end for use by hand, and a stud, 9, at lower end for connecting-rod. '(Not shown.) The travel of valve-lever 7 is governed by quadrant 10, (shown in dotted lines in Fig. 7.)

11 is a steam-port connecting inlet 12 with steam-space in top of valve. 13 is the exhaust-port, furnished with a threaded recess for attaching an escape-pipe. 12 is the induction-port or steam-inlet from the boiler, and

14 the eduction steam-outlet to ejector. 15 is a nut for holding lever 7 to its place on valvestem. 16 is a side bracket for supporting the pointed screw 17 and tightening-nut 18. 19 is a steam-space at end of rotary valve 6, connected with steam-port 11 by means of passage 20. 21 is the cover for steam-space 19.

The rotary valve 6 is thus steam-packed, thev pressure by which it is forced toits seat being regulated by pointed screw 17.

22 is a wedge-shaped opening through rotary valve 6, so proportioned as to always communicate with the upper part of steam-port 11 and steam-space in top of valve-body, but only to communicate with lower part of steam-port 11 and outlet or exhaust 13 alternately.

As shown in Fig. 7, the steam-port 11 is open through its entire length, and the steampressure is equal above and below the plungervalve 3. The valve 3, having a greater surface above than below, has an unequal-pressure upon it, which tends to hold it down to its seat with a pressure proportionate to the increased area of the top surface over the bottom surface of the valve. If, now, the leverhandle Sis carried to the right until the opening 22 in rotary valve G coincides with eX- haust-port 13, the steam above the plungervalve 3 instantly escapes through the exhaust 13, and the plunger-valve 3 is forced upward IOO and open. A reverse movement of handle 8 closes exhaust-port 13 and opens communication between steam-inlet 12 and upper steamspace, when the plunger-valve is instantly forced down and closed.

rIhe stud 9 has Aa connecting-rod taking motion from a flexible diaphragm, such as the diaphragm I, in Fig. 2, before described.

The air being exhausted from behind the diaphragm draws it and the connecting-rod in, operating rotary valve 6 so as to close the plunger-valve 3 and cut off communication with the ejector, the operation being the same as before described in connection with the automatic operation of the valve D in Fig. 2.

Having described my inventiomwhat I claim as new isl. The improved ejector apparatus herein described, constructed to operate automatically to maintain a vacuum in the air-pipes E E', each independently communicating there with, and braking-cylinders, consisting of the ejector B and its necessary connections with the steam-chest and air-pipes for creating the vacuum, in connection with the devices for automatically turning the steam off or onto the ejector, substantially as described.

2. In combination with an air-ejector and devices for automatically operating the same, a steam-valve provided with a plunger-valve, 3, and rotary valve 6, and steam-passages 11 and 13, the whole operating substantially as set forth.

3. A steam air-ejector provided with two air-pipes, E and E', and with two valves, F and F', mounted on the same stern, and connected by means of a crank-lever, H, or equivalent device, with an air-valve, G, in one of said pipes, substantially as and for the purpose set forth.

4. In combination with au air-ejector and devices for automatically operating the same, the braking-pipes E E', each independently communicating therewith, substantially as set forth.

5. In combination with an air-ejector,cylin der I', diaphragm 1, and steam-valve D, having suitable connections for automatically operating said ejector, substantially as set forth.

in testimony that I claim the foregoing I have hereunto set my hand.

FRED. W. EAMES.

Witnesses F. W. SPIcER, CHAs. D. BINGHAM. 

